R&D Archives

VR technology revolutionises design processes at Hyundai Motor

Design is an art form that goes back centuries, and it has been used for all kinds of things in our lives. In the auto industry, it is an important element at the start of a new model project where the first ideas are given form and then explored to become the shape of the vehicle. Designers have traditionally commenced the initial creative phase by creating pencil sketches on paper, reflecting a certain kind of vehicle.

Many initial sketches will be prepared and then evaluated and eventually, one or two promising ones will be identified. These will then be developed as scale models from clay, a process that can take anywhere between 4 weeks and 2 months. Afterwards, the scale model would then be scanned and milled in a full-size. However, this approach is not without its drawbacks as some lines might be altered in the process.

*Developing a new model still begins with sketches and then a clay model (below) is also built to provide a 3-dimensional view of the whole design.*

As in other car companies, Hyundai’s designers were required to work together with clay modellers to refine the final design of an upcoming model. However, lines and surfaces had to be marked out using tape. On top of this, the company’s engineers were unable to work simultaneously with the designers, as they could only receive data after scanning the model with a photogrammetry system. Both of these factors made the process very time-consuming and cost-intensive.

In recent years, the design approach at Hyundai has undergone something of a revolution. While sketching remains fundamental for the designers, they can also draw upon a range of advanced tools such as virtual reality (VR) and 3D gravity sketching. These tools create a streamlined digital process which speeds up vehicle development by stepping away from a traditional design approach.

The VR revolution
Today, Hyundai no longer produces scale clay models; instead, it utilizes technologically advanced tools that are more intuitive, such as 3D digital design software. These enable the company’s engineers to mill full-scale models using 3D data, which significantly speeds up the design process.

The software enables the designers to work in collaboration across multi-user and multi-location environments. They can create models and immersive environments in VR that look extremely close to the real thing. The difference between modern design and the traditional approach is stark, and can be compared to the revolution cars undertook before and after ABS appeared, as an example.

VR technology also opens up a host of new opportunities for the designers. For example, the gravity sketching tool enables designers to create more human-centric vehicle designs by working in 3D from the start. Designers swap their paper and pencils for a headset and controllers to become immersed in VR, imitating gestural interactions through motion tracking. By working in 3D, they can experiment with different proportions and build variations based on their ideas. Meanwhile, a 360-degree view of the vehicle allows them to sketch from any angle – in contrast to the traditional 2D process.

3D gravity sketching also enhances the collaboration between the exterior and interior designers. Through this technology, the two teams are able to work together simultaneously. While the exterior design team refines the digital model, the interior designers can work in parallel by virtually stepping inside the car to develop features or make quick adjustments.

Another advantage of this technology is the ability to test unlimited colour options and material applications, including fabrics and leather, ambient lighting and other types of materials. As well as saving time, this also reduces shipping and travelling costs. In addition, this approach is much more sustainable as significantly less waste is produced, resulting in a significant reduction of CO₂ emissions.

The VR design evaluation system
Hyundai’s design journey in multi-user wireless VR spaces started in 2017. By 2019, Hyundai and Kia (which is part of the Hyundai Motor Group) had established an ambitious new VR design evaluation system which has now been fully implemented. The system demonstrates a heightened focus on enhancing vehicle development processes through the implementation of VR technology. It simulates many aspects relating to a model under development, including interior and exterior design elements, as well as lighting, colours and materials.

*Interior designers can ‘enter’ and look around the cabin with VR equipment, getting a better ‘feel’ of the environment.*

The advanced tools are used at the company’s R&D facilities in Korea, Germany and the USA, as well as design centres in Europe, India, China and Japan. They allow the designers to review a multitude of design concepts earlier in the developmental process, and in ways that were previously physically impossible. VR headsets allow team members from the Design and Engineering departments to enter into a virtual conference in real-time and simultaneously undertake vehicle design quality assessments and development verification processes, no matter where they are in the world.

Getting around the lockdowns
These changes were already underway before COVID-19 emerged and sent the world into lockdown in early 2020. According to Simon Loasby, Hyundai’s Head of Styling, the pandemic served as a catalyst for the carmaker’s global design workforce, accelerating the transition to digitalisation and agile working.

“When our studios across the world were keeping all the designers home, we were fortunate that we were already operating a very well-oiled machine in terms of remote virtual connection, where we could all connect across 3 different continents and 5 different locations into a virtual working space and walk around the cars,” he recalled.

This partly enabled the completion of the SEVEN concept car project (shown above) in time for the 2021 AutoMobility LA event. It is the first fully-digitally designed model of the group and benefited from this virtual process. “When we completed the digital design sign-off of the car, Luc Donckerwolke (Executive Vice President for Design and Chief Creative Officer of Hyundai Motor Group), SangYup Lee (Senior Vice President at HMC and Head of Hyundai Global Design Center) and I were all in completely different locations, while our European team were in the discussion, too. We were in the same virtual location looking at the model, and did a complete virtual sign-off of the whole car: both exterior and interior. Remarkably, I hadn’t seen the physical model at that point, which must be a world-first for a lead automotive designer!” said Loasby.

Loasby’s ‘James Bond suitcase’
To enable Loasby to connect from anywhere, he has a specially built portable device which he refers to as his ‘James Bond suitcase’. Shaped inconspicuously like a travel bag, it is equipped with a laptop, VR goggles, cables and handsets. He is able to take it anywhere and participate in virtual design reviews with colleagues from all around the world.

“I’m very fond the carry-on bag I call my ‘James Bond suitcase’, because it ensures I can connect to our virtual conferencing space and conduct design reviews from anywhere, at any time,” he revealed. “In fact, one of the craziest design reviews I did was at Incheon Airport [in Korea]. I was about to fly somewhere but I needed to check in on the progress of a development quickly. So I took the gear out, plugged it in and set up my virtual studio next to a Starbucks and conducted a review from the departure terminal!”

Technology with a sustainable future
VR technology is continuing to evolve and in the future, it will offer much higher levels of detail and operate at far quicker speeds. It is therefore set to play an increasingly prominent role for Hyundai’s designers and engineers. In addition, advances in AR and mixed reality will enable the company’s colleagues to interact with one another even more immersively.

However, one fundamental benefit that should not be overlooked is its positive environmental impact. A digital design process produces a much lower carbon footprint, as far fewer clay, paper and waste materials are used in the process. For the development of SEVEN concept, Hyundai produced just one clay model for verification at the end, rather than a multitude of scale clay models. By meeting in a virtual conference space, Hyundai’s designers are no longer required to frequently travel around the globe, expending thousands of air miles in the process.

VISION EQXX does 1,000 kms on a single charge!

‘Range anxiety’ was something which concerned many who were considering a battery electric vehicle (BEV). The earlier models could go just a 100+ kms on a fully charged battery pack but the distance gradually increased as battery technology advanced. As battery packs were made more energy-dense to store more electricity, the vehicle could go further and further before recharging was needed. Today, the average is around 350 kms but just as with the consumption of fuel by combustion engines, range is affected by driving conditions and driving style.

But range anxiety is now less concerning not only as cruising distances increase but the network of recharging stations is also growing. So it is possible to ‘refill’ along the way on a long journey and now, it is more a matter of how long that takes – and manufacturers are also reducing the time.

Battery technology has come a long way in the past decade and if we take the Nissan LEAF as an example, the range with the first generation launched in 2010 was under 200 kms; today, the latest generation is claimed to be able to go up to 385 kms.

Breaking through technological barriers
In future, the distance will be even greater and Mercedes-Benz has proven that it is possible to go up to 1,000 kms on a single charge. This was achieved with the VISION EQXX technology demonstrator which the company is using to test technologies under development. This software-defined research prototype is part of a far-reaching technology programme that combines the latest digital technology with the brand’s pioneering spirit, the agility of a start-up and the speed of Formula 1. The mission in developing the VISION EQXX was to break through technological barriers across the board.

“The VISION EQXX is the result of a comprehensive programme that provides a blueprint for the future of automotive engineering. Many of the innovative developments are already being integrated into production, some of them in the next generation of modular architecture for compact and midsize Mercedes‑Benz vehicles. And the journey continues. With the VISION EQXX, we will keep testing the limits of what’s possible,” said Markus Schafer, Member of the Board of Management of Mercedes-Benz Group AG, Chief Technology Officer responsible for Development and Purchasing.

From Germany to the south of France
To show what is electrically ‘feasible’, the research vehicle completed a 1-day road trip across several European borders: from Germany across the Swiss Alps to Switzerland, on to Italy, past Milan and finally to its destination, the port town of Cassis in the south of France. The journey started in cold and rainy conditions and proceeded at regular road speeds, including prolonged fast-lane cruising at up to 140 km/h on the German autobahn and near the speed limits elsewhere.

The route profile set and the weather conditions presented the VISION EQXX with a wide variety of challenges. Different various sections of the route helped document the effect of the many efficiency measures. These measures include tyres specially developed by Bridgestone with extremely low rolling-resistance.

Throughout the journey of 11 hours and 32 minutes, it was not recharged and covered 1,008 kms in everyday traffic – with the battery’s state of charge on arrival shown as being around 15%. That was estimated to be good for another 140 kms or so, and the average consumption was a record-breaking low of 8.7 kWh per 100 kms.

Power from sunshine
However, Mercedes-Benz reveals that although it did not receive conventional recharging, it still received electricity from an external source – the sun. On its roof are 117 solar cells to collect sunshine which is converted to electricity and fed to the 12V battery. This battery does not power the electric motors but supplies power to auxiliary areas such as the navigation system. This this removes the demand from the high-voltage battery pack. The solar panel feature is said to increase the range by more than 2%, which adds up to 25 kms on a journey of over 1,000 kms.

Like most other BEVs, the VISION EQXX also uses recuperation – the recovery of braking energy – to provide some energy to the battery pack while on the move. The recuperation effect occurs on any type of gradient and during every braking manoeuvre.

The VISION EQXX was driven in real-life conditions and to have independent proof, the charging socket was sealed, and the car accompanied by a representative from TUV Sud, the independent German certification body.

Technological advancements accelerating
In the early era of the PC (personal computer) in the 1980s, the processing power doubled every two years, but this has accelerated as time passed. It might be the same for battery and EV technology which is continuously advancing each year so from the 500 kms possible in some models today, the increases might be greater and who knows, by the next decade, the 1000-km range which is amazing today might be possible in BEVs for sale to the public.

The most efficient Mercedes-Benz ever built – the Vision EQXX

Honda and GM to co-develop affordable electric vehicles for sale from 2027

While most carmakers have formed alliances and even merged to face the new challenges of the 21^st century, Honda has often chosen to proceed alone with its own resources. It has collaborated with other carmakers from time to time in specific areas, and often, it has been other manufacturers wanting to have access to Honda’s technology or products.

However, with the electrification of the industry which has a degree of urgency (with targets set for the end of this decade), even independent-minded Honda has seen it more practical to have closer working relationships with other carmakers. Other Japanese companies have already formed their own collaborative groups – Nissan and Mitsubishi in the alliance with Renault, and Toyota having joint programs with Mazda, Subaru, Suzuki and of course, Daihatsu and Hino which are within its own group.

With an eye on the US market, Honda has chosen to expand its relationship with General Motors to co-develop a series of affordable electric vehicles. This follows on from the 2020 announcement to jointly develop two all-new electric vehicles for Honda, based on GM’s flexible global EV platform powered by proprietary Ultium batteries. The EVs will be manufactured at GM plants in North America with sales expected to begin in the 2024 model year in North America.

For this new joint venture, the EVs will be based on a new global architecture using GM’s next-generation Ultium battery technology. GM’s Ultium batteries are unique in the industry because the large-format, pouch-style cells can be stacked vertically or horizontally inside the battery pack. This allows engineers to optimize battery energy storage and layout for each vehicle design. The cells use a proprietary low cobalt chemistry and ongoing technological and manufacturing breakthroughs will drive costs even lower.

Ultium energy options range from 50 to 200 kWh, which could enable a GM-estimated range up to 640 kms or more on a full. Motors designed in-house will support front-wheel drive, rear-wheel drive, all-wheel drive and even performance all-wheel drive applications.

A joint statement says that there will be ‘global production of millions of EVs starting in 2027’ and these will include compact crossover vehicles which today account for the largest segment in the world, with annual volumes of more than 13 million vehicles.

*Honda will use GM’s factories in America to build the new EVs, which will also be built in other markets as well.*

Both companies will contribute their technology and design expertise as well as sourcing strategies. By standardizing equipment, it is expected that world-class quality, higher throughput and greater affordability can be achieved. A flexible, modular approach to EV development is expected to enable significant economies of scale for lower production costs.

“Honda is committed to reaching our goal of carbon neutrality on a global basis by 2050, which requires driving down the cost of electric vehicles to make EV ownership possible for the greatest number of customers,” said Toshihiro Mibe, Honda’s President & CEO. “Honda and GM will build on our successful technology collaboration to help achieve a dramatic expansion in the sales of electric vehicles.”

“The progress we have made with GM since we announced the EV battery development collaboration in 2018, followed by co-development of electric vehicles including the Honda Prologue, has demonstrated the win-win relationship that can create new value for our customers,” added Shinji Aoyama, Senior Managing Executive Officer at Honda. “This new series of affordable EVs will build on this relationship by leveraging our strength in the development and production of high quality, compact class vehicles.”

Earlier projects involving the two carmakers have focused on electric and autonomous vehicle technologies. In 2013, the two companies began working together on the co-development of a next-generation fuel cell system and hydrogen storage technologies. In 2018, Honda joined GM’s EV battery module development efforts.

They also have an ongoing relationship with Cruise and are working together on the development of the Cruise Origin, one of the first purpose-built fully autonomous vehicles designed for driverless ride-hail and delivery. The Cruise project, which involves Microsoft, is part of Honda’s new mobility business in Japan.

GM and Honda will also discuss future EV battery technology collaboration opportunities, to further drive down the cost of electrification, improve performance and drive sustainability for future vehicles. GM is already working to accelerate new technologies like lithium-metal, silicon and solid-state batteries, along with production methods that can quickly be used to improve and update battery cell manufacturing processes. Honda is making progress on its all-solid-state battery technology which the company sees as the core element of future EVs.

“GM and Honda will share our best technology, design and manufacturing strategies to deliver affordable and desirable EVs on a global scale, including our key markets in North America, South America and China,” said Mary Barra, GM Chair & CEO. “This is a key step to deliver on our commitment to achieve carbon neutrality in our global products and operations by 2040 and eliminate tailpipe emissions from light duty vehicles in the USA by 2035. By working together, we’ll put people all over the world into EVs faster than either company could achieve on its own.”

Honda will stop selling models with combustion engines from 2040, range to be fully electric

First pictures of electric Rolls-Royce Spectre, to go on sale in 2023

(more…)

1,600 ps Bugatti Centodieci completes endurance testing, ready for production

Bugatti will build only 10 units of the Centodieci, the most exclusive model from the French brand. And even though it is a small number, the cost and time for engineering, development and testing has been no less than for any other model. In fact, if one were to use the 10-unit production run as a basis, it is probably the most expensive model in development cost.

Over the course of many months, Bugatti test drivers and engineers have carried out all types of testing on various roads and tracks and in various conditions to collect technical data on performance and reliability. To date, the production-based prototype of the Centodieci has completed over 50,000 test kilometres in total following final endurance testing.

The white prototype has been run virtually non-stop with 3 drivers taking turns. It may sound like a fun job being able to drive fast for long periods (and no worries about speed-traps!), but it is a serious one. Endurance testing requires drivers to have a high level of technical knowledge, maximum concentration, and sensitivity. During driving, they must examine all functions of the hypercar, registering and logging every minor issue. They drive day and night on different track profiles and across every speed range, from stop-and-go pace to top speed.

Even after hours going round and round the same high-speed track at Nardo in Italy, they must be able to pick up the slightest of unusual noises, movements, and irregularities. Everything is inspected one final time: driving on different surfaces – both wet and dry – testing every little steering movement, braking, acceleration, cornering load, and functionality of the driver assistance systems.

“With its high-speed circuit and handling course, the Nardo test centre provides the ideal conditions for intensive endurance tests,” said Steffen Leicht, the man responsible for endurance testing at Bugatti. The 12.6-km circular track with a diameter of 4 kms is considered the fastest automotive circuit in the world – ideal for the 380 km/h Centodieci.

It also has a 6.2-km handling course on the inner section that enables drivers to check performance and dynamic behaviour at the highest load levels and with longitudinal and transverse dynamics. In total, the facility has 70 kms of roads with different surfaces, enabling extensive testing and inspection of all vehicle components.

During endurance testing, the Centodieci covered up to 1,200 kms each day, interrupted only by technical checks, refuelling, and driver changes. Throughout the entire time, Bugatti’s engineers analyze the engine and vehicle data and make adjustments where necessary. “We assess every element on the vehicle one last time, paying particular attention to functionality and durability before the first Centodieci cars go into production,” explained Carl Heilenkotter, project manager responsible for one-off and few-off projects at Bugatti.

“All components must interact perfectly with one another and be capable of withstanding any kind of overloading. They must also harmonize in a stable and safe manner even when subjected to the most severe handling situations,” he explained.

The testing that is carried out is no different from what Bugatti has been doing for more than 100 years to ensure the highest quality for its cars. However, new technologies have enabled the engineers to carry out testing in more sophisticated ways today and to go well beyond the legal and expected requirements.

“The Centodieci is deliberately driven to its limits in order to guarantee reliable handling at the highest level, even in extreme situations. Even though most cars never enter this range, it is nonetheless tested. This is the philosophy of the brand and that is why we put such a huge amount of effort into all this testing. Bugatti is committed to the highest quality standards, durability, and customer satisfaction,” said Heilenkotter. “The endurance tests in Nardo represent the final act of the extensive trials.”

As soon as the final assessment has been completed, the first of the highly exclusive vehicles – each with a starting price of 8 million euros (about RM37.17 million) – can go into production. All the 10 hypercars – which have 8-litre 16-cylinder 1,600 ps engines – will be completed in the coming months and their owners will receive them later this year.

FEATURE – The German engine that was born on a Japanese bullet-train

Subaru running BRZ prototype in Super Taikyu series to test carbon-neutral fuel

While the European carmakers are thinking of phasing out combustion engines, the Japanese carmakers are still trying to keep them in use for a while longer, not just in hybrid powertrains but also on their own. In order to meet increasingly stringent emission standards – one reason why industry is going the EV route – the carmakers are exploring and testing the use of environment-friendly fuels.

Toyota is testing an engine running on hydrogen (as a fuel, not for a fuel cell) while Mazda has been running a 100% biodiesel made from used cooking oil and microalgae fats. Subaru is the third member of the same group of companies exploring new fuels that can be classified as carbon-neutral.

All three companies have formed an alliance for such R&D work and are running their prototypes in the current ENEOS Super Taikyu Series. Toyota’s prototype is adapted from a Corolla hatchback, while Mazda is using a Demio model. Subaru has chosen its BRZ sportscar for the purpose.

The use of the Super Taikyu series is suitable for development work as it subjects the prototype engines to extreme conditions within a short period. Feedback on engine performance will help the engineers identify issues and work on solutions so that fuel options can be expanded for combustion engines which are also acceptable for a carbon-neutral society.

For developing of the prototype, Subaru has over 100 engineers involved in Team SDA Engineering. The engineers made minimal modification to the BRZ to retain mass production vehicle engineering which is reliable. However, racing regulations require safety equipment and the roll cage is an important item to be installed. The structure of the roll-cage was specially designed so that there would be space for EyeSight stereo camera which is used for the active safety systems.

Related stories:
Mazda uses SKYACTIV-D engine wth next-generation biodiesel

Toyota races in Super Taikyu series with hydrogen-fuelled engine

The carbon-neutral fuel is a synthetic fuel formulated by synthesizing sources such as carbon dioxide (CO₂), hydrogen and components derived from non-edible biomasses so as to match with Japanese Industrial Standards (JIS) for petrol It is seen as one of the measures for achieving carbon neutrality as the amount of carbon dioxide emitted during combustion is regarded as neutral.

*Mazda’s Demio prototype (above) runs on biodiesel made from used cooking oil and microalgae fats, while Toyota’s prototype (below) has an engine running on hydrogen.*

When all materials are derived from renewable energy and CO₂ emitted during production and transportation process is zero, the fuel can be considered a truly carbon-neutral fuel. However, since there still is CO₂ emission during production and the transportation process, the fuel used at this time is not strictly carbon-neutral. Subaru is aiming to make it 100% carbon neutral in the future.

The livery of the race car features the motif of blue and green flame which respectively symbolize the passion of Subaru engineers and environmental friendliness of carbon-neutral fuel.

Hyundai Motor Group aims to take lead in technology for future hydrogen society

UKM team completes development of two hydrogen fuel cell electric vehicles (FCEVs)

Fuel cells, originally developed for spacecraft, use hydrogen in a chemical reaction that can generate electricity that can then be sent to the battery pack. Hydrogen is chosen because it is readily available and renewable, and a Fuel Cell Electric Vehicle (FCEV), like a Battery Electric Vehicle (BEV), generates no emissions although water is formed. The FCEV approach would be more ‘green’ as it generates its own electricity rather than drawing it from power stations that themselves may generate emissions.

*The two prototype FCEVs developed by the UKM Fuel Cell Institute (Sel Fuel) team.*

The auto industry has been developing FCEVs for some years and companies like Toyota and Honda have even sold such vehicles. Now a team from the Fuel Cell Institute (Sel Fuel) at University Kebangsaan Malaysia (UKM) has also developed hydrogen FCEVs in collaboration with industry partners through the modification of electric vehicles.

Professor Ir. Dr. Siti Kartom Kamarudin and Associate Professor Dr. Mohd Shahbuddin Mastar @ Masdar from the UKM Fuel Cell Institute, who led the R&D team, developed the UKM FCH2HC, a mini version of a hybrid SUV, and the UKM-FCH2B, a buggy.

According to Siti Kartom, the UKM-FCH2B is unique as the battery has been replaced with a fuel cell system as an electrical power source to improve the buggy’s operational efficiency, as well as a 3000W stationary power generator for electrical appliances (campers will love the idea).

*In order for FCEVs to be used, there will need to be hydrogen stations set up for them to refuel with hydrogen. Such station are only just being set up in limited numbers in more advanced countries.*

“The UKM-FCH2HC is a hybrid vehicle that combines a fuel cell and a battery in a 0.5 ratio, with each power source capable of providing a capacity of up to 10 kW, allowing the vehicle to travel further. The fuel cell system is equipped with humidifiers and water coolers as supporting units to ensure optimal system performance at all times,” she said.

“During the chemical reaction, hydrogen and oxygen combine to produce electrical energy and harmless water vapour as a by-product, making hydrogen safe because it does not contaminate or harm the surrounding environment, unlike liquefied petroleum gas,” she explained.

*How a fuel cell generates electricity from hydrogen.*

Project began 15 years ago
“We began this project about 15 years ago with fundamental research to develop high-quality catalysts and membranes. Only in the last 3 years have we been able to bring together all of the fundamental components needed to develop the vehicle’s system,” she said. “As both the SUV and buggy will be used on campus, the speed is limited to 60 km/h. My team and I are looking forward to working on a second generation of the vehicles with increased capacity.”

Quick refuelling time
Mohd Shabuddin added that the quick charging time of a FCEV is a significant advantage. Fully electric vehicles require 7 to 8 hours to charge, depending on the charging station and battery capacity. FCEVs, on the other hand, offer faster refuelling times that can take less than 3 minutes depending on the pressure [of the hydrogen supply],” he said.

He added that one of the most difficult aspects of developing hydrogen cell fuel vehicles is their high cost. “We believe in the country’s direction toward greener energy will result in mass production of these vehicles, lowering the cost of production. The recent 12th Malaysian Plan includes hydrogen as one of the government’s renewable energy initiatives to develop hydrogen-powered vehicles, which I believe is a good start for the future of this technology,” he said.

*Hydrogen FCEV models have been on sale to the public from Hyundai (top), Honda (middle) and Toyota (above).*

The UKM Fuel Cell Institute has also been appointed as the Head of the Research Excellence Consortium Programme in the Transportation and Mobility category by the Ministry of Higher Education. The launching of the FCEVs recently symbolises the support and commitment of UKM towards Malaysia’s Low Carbon Mobility Development Plan 2021-2030 to reduce greenhouse gas up to 45% by 2030 and to be listed as a carbon-neutral country by 2050.

The next step after BEVs
FCEVs would be the next step after BEVs but even in advanced countries like America and Japan, the hydrogen fuelling network is small. The Japanese government has a plan to expand the hydrogen network as it wants to create a ‘hydrogen society’ that can be carbon-neutral. However, the costs are still high at this time and although there are FCEVs in use, the number is relatively small to justify investment in hydrogen stations for FCEVs to refuel.

Hyundai Motor Group aims to take lead in technology for future hydrogen society

Mazda to use SKYACTIV-D engine with next-generation biofuel in endurance racing

For those following auto industry trends, it would appear that the future has to be electrified; first, hybrids with a combustion engine and electric motor, and then just an electric motor alone. It’s considered the only way to address climate change which is blamed partly on exhaust emissions of motor vehicles. Increasingly stringent regulations have made it more and more challenging for manufacturers to develop combustion engines to meet tougher standards and it seems that going electric is the only solution.

Perhaps it is – in the longer term – but for now, the technology is still expensive and hybrid powertrains are just beginning to have cost levels that can reach a much larger number of consumers than fully electric vehicles or battery electric vehicles (BEVs). Furthermore, in many countries, the infrastructure to support BEVs is still not sufficiently developed so it will be inconvenient and impractical owning such vehicles that need regular recharging. In Malaysia, for example, there are around 400 recharging stations at the moment – versus around 3,700 stations selling petrol and diesel.

For these reasons, some manufacturers are looking at other approaches which can give consumers choices. Five Japanese manufacturers – Kawasaki, Mazda, Subaru, Toyota, and Yamaha – are collaborating to find ways to continue using internal combustion engines in a way that can meet stringent regulations and still aim for carbon neutrality.

They are not against full electrification and are developing BEVs too (Toyota will spend 4 trillion yen during this decade on BEV development), but they also think of customers in less developed countries where BEVs will be too expensive. Such people still need transport, so they will be provided vehicles with powertrains that are sufficiently ‘green’.

Realistic alternative approach
This alternative approach is realistic and given the combined technical resources of the 5 companies, new solutions will be found. Back in the early 1970s, when tough exhaust emissions regulations were introduced in America and forced manufacturers to fit catalytic converters, Honda was able to develop its CVCC engine which could run on low-octane fuel and meet the regulations without having a catalytic converter.

Toyota and Yamaha have been jointly working on engines that can run on hydrogen, while Mazda is working on engines that use next-generation bio-diesel. The carmaker previously developed the SKYACTIV-D turbodiesel which was a very efficient engine, and this engine is now being modified to use a 100% bio-derived next-generation fuel called Susteo developed by Japanese firm Euglena Co. Ltd.

Testing in endurance racing
The prototype engine is installed in the Mazda2 Bio concept car and part of its development will include being raced in Japan’s leading domestic endurance racing series, the Super Taikyu Series. This series, which consists of 7 rounds, starts next month at Suzuka and there will be races of 5 or 6 hours as well as a 24-hour event.

Mazda already demonstrated the potential of the 1.5-litre SKYACTIV-D powered car with Euglena’s 100% bio-based fuel made from used cooking oil and microalgae fats when the Mazda2 competed in last November’s Super Taikyu Race.

Participating in the ST-Q class with the Mazda2 Bio concept, Mazda will take part in the full series with a new silver livery. From the third round, it will also compete with a SKYACTIV-G petrol-powered MX-5 in the ST-5 production class, a class that has seen privateer teams have huge success with MX-5s over the last few years.

Mazda SKYACTIV-G engine in MX-5 — *SKYACTIV-G engine in the MX-5.*

Multi-solution approach
Mazda is following a comprehensive strategy called the multi-solution approach, which takes into account all available solutions to reach climate neutrality and to suit individual mobility needs as well as regional conditions. It will continue to make investments in developing conventional hybrids, diesel engine models, BEV models and plug-in hybrid (PHEV) models while, at the same time, promoting initiatives in renewable fuels such as 100% bio-based fuels.

Next-generation biodiesel fuels, which are made from sustainable raw materials such as microalgae fats and used cooking oil, do not compete with food crops, which has been an issue with existing biodiesel fuels. As these fuels can also be used as alternatives to diesel in existing vehicles and equipment without any modification, no additional fuel supply infrastructure is required. Therefore, biodiesel can be expected to play a prominent role as an excellent liquid fuel source in promoting carbon neutrality.

High-performance Lexus V8 modified to run on hydrogen in Toyota-Yamaha project

High-performance Lexus V8 modified to run on hydrogen in Toyota-Yamaha project

In November last year, 5 Japanese companies – Kawasaki Heavy Industries, Mazda Motor Corporation, Subaru Corporation, Toyota Motor Corporation and Yamaha Motor – jointly announced that they would begin discussions for conducting collaborative research into possible avenues for expanding the range of fuel options for internal combustion engines in the quest for carbon neutrality.

Giving customers more choices
Specifically, the companies intend to unite and pursue 3 initiatives: 1) participating in races using carbon-neutral fuels, 2) exploring the use of hydrogen engines in 2-wheeled and other vehicles, and 3) continuing to race using hydrogen engines. This is in an effort to provide customers with greater choice so that, in Toyota’s words’, ‘no customer is left behind’.

Toyota has been working with Yamaha Motor, Denso Corporation and other related parties to develop a hydrogen engine since 2016. It has entered a Corolla equipped with a prototype hydrogen-fueled engine in 3 races in Japan, with Toyota President & CEO Akio Toyoda also participating in the races.

*Toyota has been racing a Corolla with a prototype hydrogen-fueled engine in Japan. It is also known to be developing a GR Yaris to run on hydrogen.*

Besides the engine in the Corolla, it has been revealed that there is another engine which Yamaha has been commissioned to develop by Toyota. This is a 5-litre V8 engine that can be used for automobiles which is fueled entirely by hydrogen. Shown to the public recently, the unit is based on the engine of the same size and configuration in the Lexus RC F sport coupe.

*The V8 engine in the Lexus RC F. For the prototype engine to run on hydrogen, it has been modified in many areas.*

Modifications have been made to the injectors, cylinder heads, intake manifold, and more, and it is claimed to produce up to 455 bhp at 6,800 rpm, with maximum torque of 540 Nm at 3,600 rpm. The 32-valve engine running on petrol has been able to produce up to 472 bhp and 535 Nm, although emission regulations have lowered it to 457 bhp in recent years.

5-year experience with hydrogen engine
Actually, Yamaha began developing a hydrogen engine for cars about 5 years ago. Takeshi Yamada from the Technical Research & Development Centre’s Automotive Development Section who is a member of the hydrogen engine development team, recalls having a of sense ‘the depth of potential in the powerplant’ as the project progressed.

“I started to see that engines using only hydrogen for fuel actually had very fun, easy-to-use performance characteristics,” he explained. “Hydrogen engines have an innately friendly feel that makes them easy to use even without resorting to electronic driving aids. Everyone who came to test-drive the prototype car would start off somewhat skeptical, but emerged from the car with a big smile on their face at the end. As I watched this, I started to believe that there is actually enormous potential in the characteristics unique to hydrogen engines instead of simply treating it as a substitute for petrol.”

Another thing that Yamada and the team value in the development process is kanno seino, meaning ‘sensual’ or ‘exhilarating’ performance. One example is the harmonic high-frequency exhaust note produced by the engine’s 8-into-1 exhaust manifold. “This is a challenge we can sink our teeth into as engineers and I personally want to pursue not just performance but also a new allure for the internal combustion engine that the world has yet to see,” declared Yamada.

“Hydrogen engines house the potential to be carbon-neutral while keeping our passion for the internal combustion engine alive at the same time,” proclaimed Yamaha President Hidaka. “Teaming up with companies with different corporate cultures and areas of expertise as well as growing the number of partners we have is how we want to lead the way into the future.”

*Yamaha was involved in the development, particularly the 6-cylinder engine, of the Toyota 2000GT, Japan’s first supercar in the 1960s.*

Long history of collaboration
Toyota has had a 5% stake in Yamaha since 2019 but the two companies have a long history of working together, going back to the 1960s. Although well known for its motorcycles, Yamaha has great expertise in engines and was involved in the development as well as manufacture of high-performance engines for Toyota models, including the 2000GT, Japan’s first supercar.

Toyota: “No customer is left behind” in quest for carbon neutrality

Pushing prototypes to the limits – and having fun as well

The engineers who have to test prototypes go all over the world to places with extreme environments. Their job is to see how the future model will perform in the toughest conditions on the planet and collect data that will help them ensure reliability and durability. Much of the time, the work can be monotonous as it’s not a joy-ride and the vehicles must be driven in specific ways… and not always at high speeds.

For Polestar’s engineers, there are occasions when they must enjoy their work, especially when within the Arctic Circle where the company’s intense winter testing programme runs for 15 weeks from December to March every year. Teams of engineers pushing prototypes to the limits in harsh conditions that can be as low as -35 degrees C.

It’s not just components that are tested but also the prototype’s driving dynamics. “Tuning a chassis on snow and ice allows us to develop our cars in what feels like slow motion and with better accuracy,” said Joakim Rydholm, Polestar’s chief chassis engineer who has led the dynamic development of Polestar vehicles for over a decade and advocates tuning in this extreme environment.

“With such low levels of grip, we can feel and analyse the dynamics at a much slower pace than on tarmac, which means we can really fine-tune the way our cars behave, down to the smallest details. This is my absolute favourite place to develop cars,” he revealed.

To exhibit this expertise, and being a rally driver in his spare time with numerous trophies to his name, Rydholm created the unique Polestar 2 ‘Arctic Circle’ as a one-off special version that brings winter rally inspiration to a Polestar for the first time.

The base car, a Polestar 2 Long-range Dual motor with Performance Pack, has several specific modifications. The ride height is higher (+30 mm), with increased power and torque output (350 kW and 680 Nm) and custom-made 19-inch studded winter tyres, each having 4 mm metal studs (490 per tyre). These give the Polestar 2 Arctic Circle the mechanical credentials to be quick and agile on snow and ice.

In combination with springs that are 30% softer, the 3-way performance Ohlin’s dampers, specially designed and tuned for this car together with Ohlins, are set to 9 clicks front and rear and feature auxiliary adjustment chambers. The standard 4-piston Brembo front brakes are good enough, so they are retained without changes.

The front bumper has a carbonfibre skid plate for additional under-body protection. The front and rear strut braces have been fitted to increase torsional rigidity and steering responsiveness. A new prototype launch control system has also been integrated via steering wheel-mounted paddles. And just in case the drivers get stuck in snow far away, a carbonfibre snow shovel and a recovery strap are mounted in the rear of the car as well.

Visually, rally inspiration has seen the fitment of 19-inch OZ Racing rally wheels, four Stedi Quad Pro LED front lights and a unique exterior livery in matte grey and white. Inside, there are custom-upholstered Recaro front bucket seats in charcoal with Swedish gold branding.

“I wanted to have more fun than usual with this car – really being able to push it in terms of performance and handling in a winter environment like a frozen lake. The balance and predictability we have achieved with the raised ride height and specialised tyres are particularly noticeable when you enter a bend completely sideways, with a bigger-than-usual smile on your face, and in total control,” said a happy Rydholm, adding that the Polestar 2 Arctic Circle is a one-time-only showpiece there are no production plans.

Experimental Polestar 2 with higher output shown at Goodwood Festival of Speed

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